Loading device for autotrucks.



J. F. CLARK.

LOADING DEVICE FOR AUTOTRUCKSI` APPLICATION FILED yocT. 2. 1912.

Patented Oct. 3, 1916.

2 SHEETS-SHEET l- IIII|||||lilll!ii||||III|IIIIIII|IIIIIIII IIIllllllllllllgllIIIIIIIIIIIIIIIIIIIIIII I wI'rNEssEs il@ %TTORNEY J. F. CLARK-4 LOADING DEVICE FOR AUTOTRUCKS. APPLICATION mio ocT.f2. 1912.

Patented Oct. 3, 1916.

2 SHEETS-SHEET 2.

WITNESSES MQTPM ww M JOHN F. CLARK, 'or PORTLAND, OREGON.

LOADING DEVICE FOR AUTOTRUCKS.

Specification of Letters Patent.

Patented. 0015.3, 1916.

Application led. October 2, 1912. Serial No. 723,649. l

To all whom t may concern:

Bezit known that I, JOHN F. CLARK, a' citizen of the United States, and resident of Portland, county of Multnomah, and State of Oregon, have invented a new and useful Improvement in Loading Devices for Autotrucks, of which the following is a specification. y My invention relates to auto-trucks of the type used in lumber yards. Such ytrucks are made with an elevated body adaptedl to permit the truck to be driven directly over the piled-up lumber1 to be' loaded, and the lumber is secured under the body of the truck by suspended'chains, winding on rotatable drums. o

One of the main features of my invention is the providing of` means whereby the power required for revolving the chaindrums is taken directly from the shaft.

My invention also has for its purpose the providing of improved means for control; ling the operation of the chain drums.

These and incidentalv featuresl are fully illustrated in the accompanying drawings in which- Figure 1 is a plan view of an auto truck embodying my invention; Fig. 2 is a side elevation of the same; Fig. 3 is `a rear elevation of my truck showing it loaded with f lumber ready for hauling; Fig. 4 is a frag-A .mental plan of the cooperating parts of t e o erating the chain drums; Fig. 6 is a vermotion transmitting devices embodying my invention, certain parts being shown in sec-9 tion, and the bearings of all parts being omitted; Fig. 5 is aside elevation, partly in section, onI a larger scale, showing one of the panel clutches and its controlling brake, which are included in the devices tical section taken 'on the plane of line 1-1 of Fig. 5, looking toward the right; Fig. 7

is a sectional detail of the lever-and-brake' having an elevated body. Its engine b, re-

volyes the rimary part c of the divided driving shaft, which is made .in two sections c, c (primary and auxiliary) as shown in Fig. 4:. A disk friction clutch d, connects the two sections ofthe driving shaft, theJ op' erating lever being omitted in the drawings. When the friction clutch, (Z, is thrown into able me to control the action, motion is transmitted to the rear truck wheels f3, in the usual manner, through the medium of the differential gearelements c and f and the sprocket wheels f1 and f2 with their connecting chain f4.

Rigidly fiXed on the primary part 0 of theA driving `shaft is a friction cone g, which may be made integral with the female member of the friction clutch d. The friction disks z; and i are keyed on the shaft o and p, and are brought into or out of contact with the rotating friction-cone g, bythe Operation of the levers j and c. The latter bear 1n the eccentric thrust boxes m and a, respectively, which are constructed inl the usual form. yEither .of the disks h, z', Vmay be brought into contact with the cone g at any time,or theyfmay be actuated simultaneously. 'At the outer extremity of the shafts o, p, are keyed pinions g'and i, which transmit Amotion through reducing gears, e and t, to the gears 3 and 3, keyed on the shafts u and o, respectively.- The rear loadsuspending chains lw, are wound on the counter shaft 'w by throwing the friction disk k into engagement with the friction cone g. The chains run longitudinally to the rear of the truck where they pass over the pulleys y, and have attached to theirl ends the hooks z.

In similar manner the forward load-suspending chains are wound and unwound on the counter shaft @when the friction disk i, is thrownin engagement with the friction' cone g. Said forward chains are also ends with hooks 2. r y

The lumber 15, to be loaded, is arranged in a uniform pile on cross pieces, as 15to the ends of which th'e chains w and arel fastened. The devices are 'so arranged that by engaging the friction disks, h and fi, with the friction cone g, and throwing the clutch d out of action the driving power transmitted from the engine will be transmitted to the shafts u and o, thereby winding `up the rear and ,fore chains simultaneously, and consequently lifting the lumber up under the at any point of suspension and also to enaying out of the load-suspending chains, have provided automatic brake elements u and 'v' mounted on one end of, and controlling the counter or'driven shafts u, and o, as shown in Fig. 4. Said brake elements are identical in constructionl and perform similar functions,

provided at their body of the truck. In order to hold th'e load 1.05

therefore I shall describe only the details of the brake element u, which are illustrated in Figs. 5 and 6. A disk 8 is keyed on the outer end of the shaft u,- and the annular member uz-s-consisting of\a cylindrical rim provided with an integral web 15a having a boss l-is rotatably mounted on the shaft u over theI disk 8. The interior periphery of the rim of the member u2 is formed with a series of cam recesses as shown at 7 in Fig. 5, and loose rollers 6 or rolling wedge elements, located in said cam recesses, provide the operating contact between the disk 8 and the rim of the member u2. On the inner side of the member u2 is fastened a plate 16. The disk 8, being keyed to the shaft u, restrains the member u2 from lateral movement. The rollers 6 are held in place between the web 15a and plate 16.

The member M2 of the panel clutch is normally held against rotation by an automatic rbrake mechanism, also illustrated in Fig. 5,

and consisting of brake shoes 10, 11, pivoted to a post'lO rigidly secured to the member 13 of the truck body. The opposite ends of the brake shoes 10, 1l, are connected by a coil-spring 9. The latter normally holds the brake shoes firmly on the rim of the member u2, thereby preventing the latter from rotating. A double bell-lever 5 5a or lever controlled cam is fulcrumed on the pin 12, which projects from the member 13 of the truck body. The bell-lever 5 5a, or lever controlled cam includes a lever arm 5, and the part 5a which bears on the shoe l0 and the part 5b is connected by a link 14 with the brake shoe 11. It will therefore be seen that a backward movement of the lever arm 5 will cause the brake shoes 10, l1 to be thrust apart thereby releasing the member u2. When the shaft u and therewith the disk 8 travel clockwise (having reference to the arrangement of the parts as shown in Fig. 5) the rollers 6 will move into the deeper portions of the cam recesses 7, thus allowing the shaft u to rotate freely, notwithstanding the member u2 is restrained from rotating by the automatic action of said braking mechanism. A counter -clockwise rotation of the shaft u, that is in a direction to unwind the chains w, however, would cause the rollers 6 to become speedily wedged between the disk 8 and the rim of the annular member u2, and thus prevent rotation of the shaft u in its unwinding direction, because of the member u2 being held against rotation byl said brake mechanism. By operating the lever 5 to disengage the brake shoes the shaft u is permitted to rotate in its unwinding direction at will.

I claim:

1. In combinationwith a motor-driven vehicle, independent winding drums and operating connections between the latter and the motor, said connections including transverse shafts extending on opposite sides of the motor shaft, driving connections between said transverse shafts and the motor shaft, independent means for placing said driving connections into and out of active engagement, and driving connections between the transverse shafts and the winding drums.

2. In combination with a motor-driven vehicle, independent winding drums and operating connections between the latter and the motor, said connections including transverse shafts extending on opposite sides of the motor shaft, driving connections between said transverse shafts and the motor. shaft,v

independent means for placing s aid driving connections into and out of active engagement, driving connections between the transverse shafts and the winding drums, and said last mentioned driving connections including means for permitting the winding drums to rotate freely in one direction.

JOHN F. CLARK. fitnesses L. J. WENTWORTH, G. C. VENTWGRTH. 

